GMBA

Global Marine Business Advisors

Simone Balman

GMBA Honoured with British Marine Association Export Award | David Lewin, GMBA-UK

Global Marine Business Advisors (GMBA) was last night awarded the 2021-2022 David Coleman Excellence in Exporting Award at an enthusiastic and well attended UK Marine Trades Association Awards dinner at the Grand Cafe in Southampton.

 

British Marine is the trade association for the UK leisure, superyacht and small commercial marine industry. Our 1,500+ members come from a broad range of businesses including boat builders, chandlers, brokers, marinas, passenger boats and engines.

Receiving the award on behalf of GMBA was chairman David Lewin pictured here with Suzanne Blaustone, CEO (and owner) of Barton Marine who presented the award and gave the following citation:

 “GMBA has created a unique group of some of the world’s most experienced marine professionals located in most of the developed boating countries around the globe, ready and able to offer any company or organisation increase their business through enhanced foreign trade.”

As with many marine industry events, due to Covid this normally annual event has not been held for 2 years. It is one of the biggest events of the year organised by the largest leisure marine association (part of the British Marine Federation) in UK.

 

David Lewin, GMBA UK said, “It’s always nice to be recognised by one’s peers but I’m thrilled that the award went to a group of people who together have invested over 500 years in the leisure marine industry and have now come together to help others develop their global strategies. We’ve all known of each other during our careers and now by forming GMBA we are able to invest our knowledge in international trade as well as local market intelligence.“

 

The international presence of GMBA extends to 18 countries around the globe ensuring a significant global footprint and the ability to offer extensive expertise to the marine industry.

 

The consultants currently reside in the UK, France, Finland, Holland, Singapore, Australia, Dubai, Spain, Italy, South Africa, Turkey, Poland, USA, Sweden, Norway, Germany, Croatia and China. Their combined expertise and experience is impressive. The contacts GMBA consultants have and the extensive networks GMBA has access to, are assisting marine businesses across the globe to drive growth and success in this current environment.

 

The Global Marine Business Advisor group (GMBA) has grown considerably over the past 2 years with their main focus on working with businesses who wish to expand their export markets. Currently there has been strong emphasis from businesses wanting help with securing supply chains, developing award applications and support with environmental and sustainability issues.

 

Congratulations to David Lewin and the Team at GMBA

David Lewin, GMBA-UK
+44 7767 687 987
david.lewin@gmba.blue

 

Disclaimer: Global Marine Business Advisors and its associated website www.gmba.blue are not registered legal entities. GMBA is a network of independent marine industry advisors. In all articles the opinions expressed are those of the author and does not necessarily reflect those of GMBA

A Letter from Spain | Oscar Siches, CMP | GMBA Spain

We as an industry have for long been guilty of not analysing or forecasting in a unified manner. The western world learnt the lesson the hard way and has started to adopt strategic alliances to reduce the possibility of being caught empty-handed by an uncontrollable situation and having to fend off disaster alone.

 

This is happening in multinationals, small businesses and even amongst freelancers. For example: a hamburger restaurant could form an alliance with a bakery and a butcher shop, with whom it would agree to sell x hamburgers per day. The three of them would ensure those sales, and each one would be a priority customer for the other two. Adjusting prices, variety and qualities would be the immediate actions to carry out. And if the business struggles, there will be 3 minds to consider possible options.

 

A week ago, I finished reading a book called Reimagining Industry Growth, by Daniel Varroney, a US business strategy consultant. It narrates how five industries, including the nautical industry, grew and became stronger by strengthening sector associations and applying transparency. He also mentions they hired general managers with proven track records and knowledge, not only in the nautical industry, but of management. The book discusses the impact of the pandemic and how the five sectors (nautical, asphalt, bakeries, automation and frozen foods) managed not only to come out victorious but also achieved more efficiency, with better conditions for workers, and with regulations more adjusted to the daily functioning of a business. How far are we from it, and how it hurts! Yes, the US is its own market of 320 million people, but in Europe we are 720 million, and some countries, especially in the north, are already adopting these practices.

 

Here in Spain ANEN, the Spanish MIA, got off to a very good start by applying those principles, but a few years later it reverted to the more traditional model of doing what was necessary without alienating the government too much. ANEN gets very good results, but still a fraction of what is needed.

 

SYBass, Association of Superyacht Shipyards, was created in 2007 in the Netherlands. Theo Hooning, its founder, is an economist and spent 14 years in charge of the car and truck associations at the Amsterdam Congress Center RAI. Hooning continues today in his position as general secretary of SYBass, which brings together 22 shipyards of yachts over 40m from the Netherlands, England, Germany, Italy, the United Arab Emirates, the USA, Finland, Turkey, Taiwan and Australia. There is no door that SYBass cannot open, and most of the current regulations for superyachts are analysed and commented on by this association, which is also part of IMO, the International Maritime Organization. Yes, it cost a lot of money to get it up and running, but today the benefits are substantial.

 

Meanwhile, here in the Balearic Islands, Spanish leaders in the sailing community continue to cry about the registration tax. The traditional justification that “it is complicated” only speaks ill of those who state it and highlights the lack of desire to make the effort to bring about meaningful change. As I have stated before, we need to find common ground and make representations to government that they just can’t ignore. It doesn’t mean the powers that be will immediately agree to everything, but rather that the nautical sector clearly communicates its needs, and together viable solutions are crafted.

 

I am a romantic, and what I am proposing is this article needs a strong collective will, then we are halfway there!

For further information
Oscar Siches, CMP
Email: oscar.siches@gmba.blue or info@gmba.blue
Mobile:+34 667 494 858
Website: www.gmba.blue

 

Disclaimer: Global Marine Business Advisors and its associated website www.gmba.blue are not registered legal entities. GMBA is a network of independent marine industry advisors.

Recruiting key management personnel just became easier, thanks to Marine Resources. | Dr. Thomas J. Dammrich, DBA

The global leisure marine sector experienced growth during the pandemic, amidst a slowdown in so many other manufacturing sectors. For a sector already struggling with a skills shortage, the problem became more acute. And now in the era of  “the Great Resignation” our sector is under more pressure  to identify AND retain knowledgeable staff.

 

 

Luckily our very own Dr.Thom Dammrich and Nick Hopkinson, former editor and owner of International Boat Industry magazine, has joined international marine specialist recruitment company, Marine Resources. This partnership aims to offer businesses in the leisure marine industry assistance with identifying and recruiting key management personnel.

 

 

Marine Resources offers bespoke headhunting and recruitment services. CEO and founder of Marine Resources Recruitment, James Ward says: “We have invested more in resources, time and people on an ongoing basis. Joining forces with Nick and Thom, alongside Oli Wells our head of executive search for Marine Resources, will strengthen our recruitment services offering and ensure the recruitment jigsaw is confidently put together.”

 

Dammrich and Hopkinson have extensive knowledge of the global market, having engaged with leading figures and companies in the industry for many decades and in numerous countries during their previous careers.

 

Dammrich says: “I am delighted to work with long-time colleague, Nick Hopkinson, in association with Marine Resources to help marine businesses find the talent they need to be successful and executives to find the position where they can make a significant contribution.”

 

“I am very pleased that Thom and myself are teaming up with Marine Resources to extend the company’s reach into the area of top-level international senior executive placement,” says Hopkinson. “Our long experience of the industry means that we are well positioned to provide this service and look forward to working with companies seeking to strengthen their management teams as well as with individuals looking for new opportunities.”

 

Companies or controlling shareholders who wish to have a discussion in complete confidence about their senior executive search requirements and likewise individuals wishing to explore new senior-level opportunities can the contact Thom Dammrich or Nick Hopkinson.

 

Dr. Thomas J. Dammrich, DBA
Email: thomas.dammrich@gmba.blue or info@gmba.blue
Mobile:+1 847 274 5167
Website: www.gmba.blue

 

Disclaimer: Global Marine Business Advisors and its associated website www.gmba.blue are not registered legal entities. GMBA is a network of independent marine industry advisors. In all articles the opinions expressed are those of the author and does not necessarily reflect those of GMBA

Yacht Fires | Godfrey Zwygart, GMBA China & Asia

Fires are one of the most dreadful hazards for yachts and marinas, and here is why:

  • Fire is scary and might create panic in passengers and crew
  • Most yachts today are in FRP and when burning produce toxic fumes and spread rapidly
  • In harbor, fire can easily spread to nearby boats
  • Fire damages can be extremely costly
Photo credit: BBC.com

In recent years we have witnessed an escalating number of yacht fires occurring worldwide. Why do suddenly fires seem to become so common? I believe there are several factors. Firstly of course is the development of communication. Whilst in the past fires might have remained a local issue unknown to the rest of the world, today with the advent of social media these hazards quickly make the buzz on the internet. Secondly is the tremendous growth of the boating market; it has probably doubled in the last thirty years and there are increasing numbers of marinas, packed tightly with boats side by side. Thirdly, in the past most crews came from the sea-trade and had professional training. But nowadays, while super yacht crews usually have serious education, the high demand means that many small boat owners are amateur boaters; and new crews are stepping straight into the industry without real professional background, and may lack training and systematic safety reflexes.

 

Fires are a terrible threat for marinas and even those with excellent facilities are at risk. So marinas need to be prepared and be fitted with proper safety equipment in accordance with laws and guidelines. In addition to standard fire stations, professional marinas should also consider owning an aluminum work boat fitted with a foam fire pump and stainless grapnel and chain (to tow boats if needed) as well as a dedicated fire golf cart which is the only way to access any point in the marina very quickly. That allows attending shortly from both shore and water to contain a fire until the fire brigade arrives. Fires ought to be contained within minutes, especially with FRP boats. Once FRP catches fire it is extremely difficult to handle and it spreads very fast! It is equally important to carry out frequent fire drills, and to organize training sessions with the local fire department. Large marinas should have 24H watch, and patrols through the premises even at night. This will also avoid other accidents such as boats sinking during the night.

 

Despite all precautions the risks remain very high, even with proper equipment and training. The problem is that fires nearly always occur on boats, not on the docks, and usually due to lack of knowledge or negligence from the crew, as well as lack of maintenance. Many in-harbor fires occur when nobody is on board. In such case it is frequently due to power lines, shore power supply or batteries failure. Personally, I only saw one case of small shore fire, in a garbage bin. All other incidences were always onboard a yacht.

 

So what can marinas do about it? Education and prevention are the keys. And these should not be limited to marina staff, but instead involve yachts crews.

 

For example there are a lot of procedures for preparing a trip, starting engines etc., but actually very little for safety checks or procedures for leaving a boat after a day’s work. While on leave-aboard yachts fires are usually accidental and happen in the galley or are caused by gas leaks, on day-boats the day crew should be given a step-off checklist. Additionally all boats should be equipped with sensors and detectors for temperature, gas, etc… Usually on medium size boats these are autonomous devices and crews/owners often forget to change the batteries as required or check regularly to make sure these are working properly.

 

Training can be done by organizing quarterly meetings and events for crews; for example a morning meeting with some reminders about the marina services and regulations, followed by some safety advice and training and an afternoon of fun events. Crews will love it if you close the day with a buffet or a crew party. Moreover this builds up team spirit and enhances communication between the yacht club and the members.

 

Share your knowledge with boat owners (and they might as well be happy to share some of the crew training costs). Keep in mind that if a boat is damaged or lost, the legal responsibility is on the captain but the financial burden is on the owner. Insurance companies cover only part of the losses.

Keep safe!

Godfrey Zwygart
Email: godfrey.zwygart@gmba.blue or info@gmba.blue
Mobile:+86 188 0899 8617
Website: www.gmba.blue

 

Disclaimer: Global Marine Business Advisors and its associated website www.gmba.blue are not registered legal entities. GMBA is a network of independent marine industry advisors. In all articles the opinions expressed are those of the author and does not necessarily reflect those of GMBA

The Benefits of Award Ceremonies | David Lewin, GMBA-UK

 

We’ve all watched the Oscars. All the ‘stars’ on the red carpet, gushing on stage when they win a category, name-dropping and thanking everyone they can think of – not forgetting their mothers! It is undoubtedly narcissistic and to some extent self-serving – but we all watch it and it does the participants, even as just nominees, no harm in their search for greater publicity and awareness of their ‘brand’.

 

And so it is with award ceremonies in our industry. It may look like an excuse for a good dinner and a night out on company expenses while we pat each other on the back and hand each other dubiously styled ‘nautical’ trophies but there is a competition and whether the winners are technically the most superior, they have communicated it best to the judges and that’s what’s important and makes award ceremonies relevant.

 

To win an award you have to have done something new, well or for a long time, but not only that, you are using the award ceremony to tell everyone about it. It is a means to notice and be noticed, to be driven along with the impetus of the ceremony but then to drive the publicity offered by the awards to build the business.  After you have extolled the virtues and technical prowess of your product so many times there is nothing better than third party approval of that product in the form of an award that can be trumpeted loud and clear to your desired market. It indicates that your product or service is amongst the best in its category and that there is a compelling argument to check it out.

 

To win an award category, however contrived you might think it has been, is a golden marketing tool to be used at every opportunity to spread the word about your business. But you have to be in it to win it, so next time the opportunity presents itself to take part in such a competition, don’t say to yourself that you don’t like going to industry dinners, think longer term about what you could do with the PR from winning a category. It’s not the prize, it’s what you do with it!

 

David Lewin, GMBA-UK
+44 7767 687 987
david.lewin@gmba.blue

 

Disclaimer: Global Marine Business Advisors and its associated website www.gmba.blue are not registered legal entities. GMBA is a network of independent marine industry advisors. In all articles the opinions expressed are those of the author and does not necessarily reflect those of GMBA

Design for Profit | David Lewin, GMBA-UK

Times are good – at least for the boating industry. Order books are full and dealer inventories are low so everyone is pushing on to produce as many boats as possible in the shortest possible time.

But there is a line squall up ahead. We can all see it – Covid has left the supply chain fractionated, interest rates have been too low for too long and we now have rapidly increasing inflation. The war in Ukraine has shocked us all as energy costs have spiralled and grain and fertilizer becomes scarce.

It has to have some effect. However we try to navigate around this squall it will require some change of direction.

It has always been my contention that to make money building boats (or any other complex low volume capital item) it’s not just about the margin you feel you can apply, but the amount of extra costs you can avoid whilst constructing the craft. How many times have I been told when things aren’t going well that ‘we are where we are and we just have to get this thing over the line’! So money is thrown at it, the production process is compromised and another chunk of cash comes off the bottom line.

Several things usually come into play when this happens. Often the production schedule is unrealistic, based on cash flow requirements or an upcoming boat show launch rather than current supply chain realities. Materials that once had a lead time of 8 weeks are often now quoted at 12 weeks plus so if the deck has been planned to be fastened down in the former time period, the furniture might not fit through the apertures and certainly won’t be so easy to fit.

But there are ways mitigate these losses with some judicial design work.

One of the best ways is to design out the ‘difficult bits’. How many different door designs and sizes does your range of boats have? One boat builder recently told me they had over 30 different shapes and sizes and were working on cutting it down by two thirds. With the advent of ‘repeatable’ veneers such as Alpi or the modern trend to HPL or painted finishes, doors and frames (and maybe other parts) could then be held in stock.

If the facades of the interior furniture have different or special finishes, then design them so they can all be fitted separately and after the base carcass. I recently came across an assembly that incorporated lacquered panels, upholstered panels and inserts of stainless steel and carbon fibre – all integrally constructed into a wooden frame. It looked wonderful but it was a logistical nightmare as it could not be installed until all the items from several  different subcontractors had arrived and been assembled. If this had been designed such that the frame could have been installed and then the façade pieces attached via Fastmount or similar, the build process would not have been interrupted.

If the deck should need to be fitted before sub-assemblies have arrived, design all assemblies so they can fit through the companionway where possible. As an example, designing the master bed so it can be made in two parts might be prudent. This will also help with any warranty work if necessary later.

There has been a scrabble over the last year to find more production. There is definitely a shortage of skilled labour in all sectors but with headwinds on the way should we be so keen to expand in-house production. In 2008/2009 many companies went bust because they could not shed personnel fast enough. Many European countries (rightly) have employment laws that prohibit the simple laying off of workers and if any downturn is severe that can cause problems.

However by outsourcing some of the production, whether it be complete boats, sub-assemblies, detail work or finishing, if volumes fall back, their services can easily be curtailed.

Using sub-contractors is therefore attractive but brings its own disciplines. Drawings, specifications and control systems have to be a lot tighter; no fudging can be allowed here as you can’t walk down to the workshop to get it fixed. It might have been made in another country. Again, design is the key, so that outsourced items with possibly extended and less reliable delivery times can be seamlessly integrated into the build schedule.

So remember, it’s not what we earn, it’s what we don’t lose so let’s start designing that out now.

David Lewin, GMBA-UK
+44 7767 687 987
david.lewin@gmba.blue

Disclaimer: Global Marine Business Advisors and its associated website www.gmba.blue are not registered legal entities. GMBA is a network of independent marine industry advisors. In all articles the opinions expressed are those of the author and does not necessarily reflect those of GMBA

Hemingway and the guy from the Canaries | Oscar Siches CMP, GMBA Spain

Macho and quarrelsome, he was saved by the tales he created in the minds of those who read him. I came across “The Old Man and the Sea” when I was 13 years old, and throughout reading it, I developed an admiration for the fish, a dislike and fascination for sharks, a compassion for Santiago and a certain boredom at the long description of his thoughts.

That reading left its mark and led me, years later, to look for other of his works that took place at sea. “Islands in the Stream,” posthumous, is a story that takes me with almost telepathic meticulousness to the Caribbean I met in Bimini and the Bahamas in the late 70’s. I became interested in the person, the Ernest Hemingway who was born, lived three lives in a single lifetime and shot himself with his shotgun of choice 19 days short of his 62nd birthday, when he realized that he could neither control nor run away from his ghosts anymore. With “To have and have not” I confirmed myself as a horny South American because what comes back to my memory is Lauren Bacall in her 30s, the heroine of the movie based on the book, playing a tough girl with legs as long as from Cuba to Miami. The book reading is great.

Hemingway lived in Cuba from 1939 to 1960, and his visits to the fishing village of Cojímar and long talks with the local fisherman Gregorio Fuentes, originally from the Canary Island of Lanzarote and future skipper of the “Pilar”, were the basis for “The old man and the sea” and its main character, Santiago. This novel won him the Púlitzer Prize in 1953 and the Nobel Prize (Literature) in 1954. Hemingway always liked challenges. He had to permanently prove how macho he was: he did it as a war correspondent, hunter in Africa, fishing marlins in the Gulf Stream off Cuba or the Bimini Islands where he kept sharks away from his catches with a Thompson submachine gun that he always carried on board, and befriending bullfighters what would, by being close to them, associate his image to the tough, bravest guys.

More than the sea, he liked deep-sea fishing, fights in bars and shagging anything that moved. In 1934 he commissioned Wheeler Shipbuilding, Brooklyn Shipyards, New York, to build his “Pilar”, a nearly 12m mahogany and oak motorboat. He paid her $ 7,495 that he requested in advance for the articles he would write, to Arnold Gringich, editor of Esquire magazine. “Pilar”, nickname of Pauline, his second wife, had a Chrysler 75 HP gasoline engine with which it reached 16 knots, and a smaller Lycoming engine (also gasoline) each with its shaft and propeller. The Lycoming served to propel Pilar at a very low speed when she dragged the baits. Hemingway was a heavy spender, he liked partying and luxury. He did not go through money difficulties because he married wealthy ladies and knowing that his novels always sold, the publishers advanced what he needed when he was short of funds. “Papa”, a nickname that he gave himself and by which his followers know him to this day, vividly described scenes of fishing, seduction and bravery, but we nautical enthusiasts lack reading how the waves hit the bow and exploded In an uncontrollable spray, how the clouds could almost be touched with the hand or how the roll knocked down the beer bottles from the cockpit table. Gregorio Fuentes was in charge of the Pilar until Papa’s death, and he was the one who really knew about the sea. He died of cancer at the age of 104 there, in Cojímar, stating that he longed for his fishing trips with Papa every day. He who was the inspiration for the character Santiago could not enjoy the story: Gregorio did not know how to read or write.

Oscar Siches CMP , GMBA Spain
Email: oscar.siches@gmba.blue or info@gmba.blue
Mobile:+34 667 494 858
Website: www.gmba.blue

N.B. Global Marine Business Advisors and its associated website www.gmba.blue are not registered legal entities. GMBA is a network of independent marine industry advisors.

South African Boatbuilders gather again after 2-year hiatus to celebrate excellence | Veda Pretorius, GMBA South Africa

The boatbuilding industry Awards Dinner took place on the 18th of May in central Cape Town. Maker’s Landing at the Cruise Terminal was the perfect venue to accommodate the more than 200 people who attended The Master and Makers of Magic event.

Alderman Vos from the City of Cape Town was on hand to congratulate the winners. He also spoke at length about Cape Town as a premium destination for Super Yachts and the great work being done to develop the necessary modern infrastructure and world class services the sector is accustomed to . OSASA, the Ocean Sailing Association of South Africa, presented on  all that is being done to ensure that South Africa remains a desirable cruising destination. Their online portal proved a true lifeline for many cruisers visiting South Africa during the epidemic. Michael Dehn, Messe Frankfurt South Africa Managing Director,  got the audience talking about BOATICA Cape Town, taking place again this year in October. The industry is excited for the opportunity to share their love of boating with not only their clients, but also the general public.

The 9 categories of the 2022 awards recognized masters of their trade and people responsible for production on the shop floor or in the design office.

List of Winners:

Excellence in Boat Building:        Alistair Dickson – Two Oceans Marine Manufacturing

Women in Boat Building:              Margaret Hannie – Two Oceans Marine Manufacturing

Rising Star:                                       Ikraam Abrahams – Two Oceans Marine Manufacturing

Project Manager/Supervisor:     Euclid Nkuna – Robertson and Caine & Johannes Kabane – Nexus Yachts

Customer Care:                               Marguerite Vockerdoct – Robertson and Caine

Safety and Environment:             Shivani Naidoo – Robertson and Caine

Excellence in Boat Design:           Howard Loveday – Robertson and Caine & Anton Du Toit – Du Toit Yacht Design

Mentorship:                                     Jaco Warrington – Viking Life-Saving Equipment & Kevin Wustefeld-Janssens – Robertson and Caine

Life Commitment:                          Steven Fisher – Sparcraft Masts

A special mention should be made of Margaret Hannie, or “Margie”, as she is known to her co-workers,  who is the Laminating Manager at Two Oceans Marine Manufacturing. Margie is 66 years old this year and has worked at Two Oceans Marine with MD Mark Delany for 25 years, since 1997. Margie was supposed to retire last year, but her commitment to her work and her team have kept her from doing so. 

Margie is a trained teacher but turned rather to the world of fibreglass after she qualified, first building fibreglass boxes at Golnox and then small watercraft for Stan Rob Marine for 12 years before joining Two Oceans Marine Manufacturing in its early days. Margie has managed the lamination of hundreds of catamarans up to 110 foot and loves every moment of her job. She supervises a very big team of both men and women, who have huge respect for her.

To quote journalist Bobby Jordan: “To achieve this she overcame not just gender inequality, but class and race barriers that came to define South Africa in latter half of the twentieth century.  Now 64, Hannie’s career has spanned several governments, the end of the Cold War, and the advent of democracy. Not to mention marriage and three kids.”

She is an example to the entire boatbuilding industry and a role model for many women looking to enter the still male dominated sector.

Congratulations to all the winners from GMBA!

For further information
Veda Pretorius
Email: veda.pretorius@gmba.blue or info@gmba.blue
Mobile: +27 82 975 1156
Website: www.gmba.blue

N.B. Global Marine Business Advisors and its associated website www.gmba.blue are not registered legal entities. GMBA is a network of independent marine industry advisors.